Multiple-cylinder explosion-motor.



L- M. G. DELAUNAY-BELLEVILLE. MULTIPLE CYLINDER EXPLOSION MOTOR.

APPLICATION FILED 11mm, 1909.

1,051,866. Patented Feb. 4, 1913.

4 SHEETS-SHEET 1.

L. M. G. DELAUNAY-BELLEVILLB.

MULTIPLE CYLINDER EXPLOSION MOTOR. APPLICATION IILBD MAR. 9. 1900.

1,051,866. Patented Feb. 4, 1913.

4 SHEBTBSHEET 2.

L. M. G. DELAUNAPBBLLEVILLE. MULTIPLE CYLINDER EXPLOSION MOTOR. APPLICATION FILED MALI). 1909.

Patented Feb. 4, 191 3.

4 BHEBTB-BHEET 3.

Ira/07025 I L. M. G. DELAUNAY-BELLBVILLB. MULTIPLE CYLINDER EXPLOSION MOTOR.

APPLICATION FILED MAB-.9, 1909.

U TED STATES I ATENT OFFICE.

LOUIS MARIE GABRIEL DELAUNAY-BELLEVILLE, 0F PARIS, FRANCE, ASSIGNOB TO THE SOCIETE ANONYME DES AUTOMOBILES DELAUNAY-BELLEVILLE, OF ST.- DENIS, FRANCE, A CORPORATION OF FRANCE.

MULTIPLE-CYLINDER EXPLOSION-MOTOR.

' Patented Feb. 4, 1913.

Application filed March 9, 1909 Serial No. 482,268.

in and Relating to Multiple-Cylinder Explosion-Motors; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as Will enable others skilled in the art to which it apthem. .The

.25' gtwo SUOi'JOII PGIIOdS are simultaneous when pertains to make and use the same.

In a multiple-cylinder explosion motor with a single carburetor when the suctions of two cylinders take place simultaneously during a fraction of a revolution, trouble arises in the flowing of the gases, the suction of one of the cylinders opposing the suction of the other during the period at which suction takes place simultaneously and the result of this is to reduce the efficiency of one or other of these cylinders or of both of suction of a cylinder lasts practically durin a stroke, that is to say while the motor effects a half-revolution, so that the angular interval between the commencements of these two H suction phases is less The present invention has for its object to obviate this defect.

It consists in feeding fuel to the motor by means of two or more separate carbureters, each of them feeding a certain number of cylinders by means of independent piping, these cylinders being selected in such a manner that the suction periods of any two of these cylinders are not simultaneous or even partially and consequently the explosions of these cylinders succeed each other at angular intervals of at least 180. Of course it- 'is to be understood that I use the minimum number of carbureters which will realize the aforesaid conditions. a

In the accompanying drawing :Figures 1 and 2 are diagrammatic views showing one arrangement of carbureters in accordance with the invention, Fig. 1.being a view from the side and Fig. 2 an end view, Fig. 3 is a diagrammatic view of a modification wherein the cylinders are arranged radially instead of side by side, Figs. 4, 5

and 6 are a longitudinal section, a side elevation and a top plan view, respectively, of the connection between the valves of the carbureter ducts, Figs. 7, 8 and 9 are a vertical section, a side elevation, and a top plan view, respectively, of a modified form of connection between said "alves, Figs. 10, 11 and 12 are a vertical section, side elevation, a top plan view, respectively, of a further modified connection of the valves of the carbureter ducts, and Figs. 13, 14 and 15 are a side elevation, vertical section, and top plan view respectively, of a still further modification of the arrangement shown in Figs. 4 to 6.

The engine illustrated in Figs. 1 and 2, by way of example, is a four-cycle motor with six vertical cylinders, the cranks of which are distributed at angular intervals of 120. The cylinders are numbered in the order of their successive explosions (and not in accordance with their arrangement on the motor) and are designated 1, 2, 3, 4', 5, 6. In the case of a single carbureter, the explosion 2 is separated from the explosion 1 which precedes it and from the explosion-3 120; the suction phases are therefore simultaneous during a period of 60 as regards the cylinders 2 and land also as re gards the cylinders 2 and 3; that is to say the suction stroke of the cylinder 2 is affected by the trouble dueto the fact that the suctions take place simultaneously duropment. The same applies to each of the other cylinders of the motor. If, on the other hand, as in the case represented in Figs. 1 and 2, the cylinders 1, 3 5 are fed by a carbureter A and the cylinders 2, 4, 6 by another carburetor B, the two suction pipes being entirely independent, it follows that in each of these two groups the angular interval that separates the explosion of any one cylinder from the explosion that follows it, will be 120 2=240. The suction eriods thus remain entirely separate insuring the uniformity of carburization, the equal dynamic effect of the charges of the several cylinders and in short the efficient operation of the motor. With a motor comprising a different number of cylinders, the

ing the first and the last thirds of its develwhich follows it by an angular interval of number of independent carbureters to be employed will be determined by the same condition, that is to say the suction periods of two cylinders rouped on one and the same carburetor fo low each other at an angular interval equal to or greater than 1805. Thus in a four-cycle motor with N vertical cylinders, the cranks of these cylinders being distributed over equal angular distances, the angular interval between two successive explosions is When this amount is less than 180 cylinders separated by a number .m of intervals should be grouped on a supply common to them all, in such a mannerthat may be equal to or greater than 180. We therefore have m=2 11 to 8 cylinders, mzi from 9 to 12 cylin ers, mi l from 13 to 16 cylinders, etc. The number of carburetors to be employed and the grouping of the cylinders served b each carburcter, will readily be settled by analyzing the data in each case. Obviously the number of merals indicates the order of the explosions;

' upon this spindle,

the carburetor C feeds the cylinders 1, 3; the carbureter D feeds the cylinders 5, 7 and the carburetor E supplies the cylinders 2, 4, 6. L

Whatever the number of the carbureters may be, it necessary to operate. the throttle valve t eacn of thm by one and the same operating lever and to regulate the -controls for these valves in such a manner that they may all be controlled simultaneously and that at any moment, their apertures may all bear the same ratio to the total aperture.

The carbureter ducts may be rovided with cylindrical. valves 8 which side laterally in suitable housings, as shown in' Figs. 4 to 6, and said valves are shown as mounted upon the same spindle 9. The 0 I erating .lever, (not shown) acts direct y and of course both valves will be'moved similarly and through the same distance.

In the form shown in Figs. 7 to 9, the

,tor havin 1,05 1,eee

cylindrical valves 8 are mounted upon parallel spindles 10 connected by a cross piece 11. Said cross'picce carries a rod 12 u on which the operating lever acts, both va ves being operated similarly as before.

In some cases I may use flap valves 13,

produced in the carburetor ducts. It is also possible to mount the fla valves 13 on separate parallel spindles 1 (Figs. 13-15) to which arms 18 are connecte said arms being operated by a common operating rod 19, which, in practice, is actuated from the operating lever. It is obvious that these arrangements are given merely as examples, and that, of course, valve operating devices of different kinds may be used in connection with the same motor.

I claim: 1. The combination with an explosion motor having more than four cylinders, said cylinders being divided into 'roups such that the suction periods of the cylinders in each group do not overlap and suchthat an explosion occurs first in one grou and then in another group, and one 0 said groups comprising at least three cylinders, a carburetor for each group of cylinders, and piping connectin each carbureter with all of the cylinders oi its group. I 2. The combination of an explosion momore than four cylinders, said cylinders eing divided into groups such that the suction periods of the cylinders in each group do not overlap and one of which inders, a carburetor for each group of cylinders, pi ing copnecting each carbureter with all 0 the cylmders of its group, throttling 'valves to control the respective car- ,bureters, and a single means to operate said valves slmilarly and simultaneously. p

. 3. The combination with an explosion motor having more than four cylinders, of a plurality of carbureters each of which supplies separately certain of said cylinders, at least one of said carbureters supplying at least three of said cylinders, the sucgroups comprises at least three cyltion periods of the cylinders connected with the same carbureter'being entirely distinct from each other, and said carbureters being of a minimum number suflicient to realize the aforesaid condition.

4. The combination with an explosion mo- I tor having at least six cylinders, of a plurality of carburetors each of which supplies are,

separately at least three of said cylin iac the cylinders connected to each carbureter being so chosen that their suction periods are entirely distinct from each other.

5. The combination of an explosion mo tor having more than four cylinders, in which the explosions occur in irregular order, a plurality of carbureters each of which supplies separately certain of said cylinders so chosen that the suction periods of the latter are entirely distinct .from each other and that at least three of said cylinders are fed by the same carbureter, said carbureters being of a minimum number suflicient to realize the aforesaid condition, throttling valves tocontrol the respective carbureters, and a single means to operate said valves similarly and simultaneously.

In testimony whereof I aflixmy signature, in presence of two Witnesses.

LOUIS MARIE GABRIEL DELAUNAY-BELLEVILLE. Witnesses:

H. O. Come, EMILE KLOTZ. 

